Home » Governance (Page 37)
Category Archives: Governance
“Pwede na yan” bikeways?
The recent clamor for bicycle facilities have led to several initiatives in Metro Manila and other Philippines cities (most notable recently is Iloilo) to support the demand for cycling facilities. While Marikina City already has a network of off-street bikeways segregated from motorised traffic, there are few other examples of such facilities elsewhere. The more recent initiatives in Metro Manila involved the Metropolitan Manila Development Authority (MMDA) establishing bikeways in several areas along major roads in the metropolis. I say establish because the MMDA did not construct new bikeways like the ones in Marikina or Iloilo. What the agency did was to designate sidewalks and other existing paths for cycling by painting these over. Unfortunately, these so-called bikeways did not take into consideration the needs of pedestrians with whom cyclists must share this limited space. And so few people use them despite a high profile launch that brought together government officials and NGOs including cycling and mobility advocates and enthusiasts. I guess the big test was really not whether advocates and enthusiasts would really use the bikeways (Don’t count on the officials to use them. They have chauffeur-driven vehicles.). Would the regular commuter use them instead of the roads, despite the risk or dangers posed by motor vehicles?
Commuters waiting for a bus ride along EDSA with suspended bicycle racks behind them. The sidewalks along EDSA have been painted red, designating them for bicycle use. The big question now is how cyclists will interact with pedestrians given the very limited space they should be sharing.
Bicycles hanging on racks attached to the perimeter wall of an exclusive subdivision along EDSA.
Cyclist using the curb side lane of EDSA – these people run the risk of being sideswiped by buses operating along the yellow (bus) lanes of this busy thoroughfare. It is quite obvious in the photo that there is no space on the sidewalks to accommodate cyclists and even pedestrians. Column for the MRT-3 stations are right on the sidewalks and makes one wonder how this flawed design was approved in the first place. MMDA enforcers usually appear as if they are only bystanders and seem to be generally helpless when it comes to managing traffic.
Workers cycling back to their homes after a day’s work. Many people have opted to take bicycles for their daily commutes even if they have to travel long distances in order to save money that would otherwise be paid as fares for buses, jeepneys, UV Express or tricycles. Note that the cyclists use the outermost lane of the road as the sidewalks pose many obstacles including pedestrians as shown in the photo. Some cyclists though want more than a share of the sidewalk or a lane of the road for their use regarding pedestrians and motor vehicles as nuisance for them. Surely, some pedestrians also regard cyclists as nuisance to walking and would prefer to have the sidewalks for themselves.
Cycling is in a way an emancipation from motorized transport commutes, and savings translate to money they could allocate for other needs of their families. While there are raw data for family expenditures from census surveys, there are few studies and publications focused on transport. It would be interesting to see how much a typical Filipino family spends for transport in absolute terms as well as a percentage of their total incomes. Such information would be essential for understanding the needs of travelers, especially for daily commutes for work and school (other trips include those for purposes of shopping, recreational, social and others). Long commutes are associated with higher expenses (e.g., in terms of fares or fuel costs) and reducing such costs through shorter commutes should free up money for necessities like food, housing and clothing. Ultimately, this would help solve issues relating to poverty and health, which can easily be related to commuting behavior and characteristics.
It is in that context that transport systems should be planned and implemented carefully along with the housing developments. This underlines the essence of the relationship between transport and land use that has been the topic of discussions for quite some time now that apparently, a lot of people in this country, especially officials and the private sector have chosen to ignore or apply selectively (i.e., according to their own advantage and not really for the general welfare of the public). A transport system is not cycling alone, or roads or railways alone. It is, by definition, a network, a set of interacting, integrated elements and each of these components of the system are essential for it to function well. It is the interaction and integration that are the key elements that we often forget as we advocate one transport mode over others as if they are independent from each other. They are not and we should complement rather than compete in our advocacies for transport so we can finally achieve an efficient, effective system for everyone.
–
Traffic mayhem in Antipolo
I had written earlier about traffic management in Antipolo City. My daily commute allows me to observe transport and traffic in this pilgrimage city east of Metro Manila. For a highly urbanised city (HUC), its traffic management is quite rural or provincial at best with enforcers trying to do their thing based more on gut feel rather than sound knowledge of traffic principles. Intersection traffic management, for example, needs a lot of improvement as enforcers are pre-disposed to apply the buhos approach to dissipating queues that actually lead to longer queues, tremendous delays to travellers, and therefore low levels of service (LOS) at the intersections. The signalised Masinag Junction is probably one of the worst intersections outside of Metro Manila with queues along the south approach (Sumulong Highway from Antipolo) stretching to Mambugan (about 2 km) even on a Saturday. Along the east approach (Marcos Highway from Cogeo) the queues can stretch all the way to Cherry Foodarama supermarket (about 1 km).
Masinag, of course, is a big intersection with heavy traffic due its being the junction for 2 major highways (Marcos and Sumulong) that collect much of traffic from Rizal and Marikina bound for the general direction of Quezon City and Manila. Marcos Highway is the main alternative corridor to Ortigas Avenue, which is itself a very congested road, between the eastern towns and Metro Manila. There are many other problematic intersections in the city, which are mostly unsignalized where traffic is managed manually by enforcers. I’m sure there are some minor intersections that are manageable at most times of the day and may not actually require enforcers if motorists give way to each other. However, there are those intersections that require stricter and more systematic (if not scientific) methods to manage traffic. For example, along roads leading to the Antipolo cathedral where there are a lot of people posing as parking attendants going over to aggressively engage motorists at the intersection. Enforcers routinely turn a blind eye to these people who pose as safety risks along the roads.
Tricycles occupying the outermost lane along Ortigas Ave. Ext. and Oliveros Street at the junction with Sumulong Memorial Circle and just across from the Rizal Provincial Capitol – to exacerbate the situation, jeepneys and UV Express vehicles usually stop in the middle of the road to load/unload passengers. Such informal terminals should not be allowed in these areas considering it is a chokepoint for traffic along these busy roads. So far, enforcers around the capitol seem oblivious to the mayhem caused by these terminals and turn a blind eye to the disruptive manoeuvres of tricycles in the area.
Dangerous intersection along Sumulong Highway – there is road at the right (where a tricycle is coming from) that is used by trucks and other vehicles coming from Marcos Highway. Olalia Road connects to Marcos Highway and there are many residential subdivisions along this road that generate the traffic to and from Marcos and Sumulong Highways.
More on Antipolo traffic soon!
–
Scenes by the roadside at the port area in Manila
Traveling along Radial Road 10, you get to see how life in Manila really is. It is not the glitzy new developments that people try to present as the face of the city. The real deal is in places like Tondo, the Baseco compound and Smokey Mountain. The areas along R-10 starting from across from the North Harbor to Smokey Mountain (yes, it is still there) provide us with a peek into everyday life in this part of Manila.
Carpenters working on the body of what would become karaoke machines. The TV or screen will be installed at the upper shelf and the machine and controls will be installed in the lower part. These are popular around the country and are often rented out for parties. The quality varies but I would say that there are really good quality karaoke machines with digital quality equipment providing crisp music and the correct lyrics to karaoke lovers.
As these are informal communities, houses do not have water or electricity connections. As such, people purchase water from nearby establishments or houses, and many have illegal water and power connections for them to have water and electricity. Such illegal connections have led high losses to utility companies that translate to costs passed on to legitimate customers.
Many roadside stalls sell a variety of fruits like the bananas shown in the photo. It’s actually interesting to note that just across from the stalls is the port area whose walls don’t seem to be enough to discourage people from trying to pilfer the containers and crates containing various stuff shipped through the Port of Manila.
Roadside stalls selling practically anything and everything. This one is selling hard hats and reflective vests. These vests can be used by construction workers as well as traffic enforcers. Recently, motorcycle riders have been required to put on vests for them to be more visible to other road users.
Shanties line up along the road, actually on the road as these were built on top of the space already allocated for R-10. Many sections have already been paved where shanties have been built. These shanties are now the subject of a program to remove them and open up the space for traffic to ease congestion along this road, which has much truck traffic.
It seems that a lot of people have pedicabs as a means for livelihood. While there is nothing fundamentally wrong with this, the issue is mainly with regards to their excessive numbers and suitability as a public transport mode given their operations and propensity to go against traffic rules and regulations.
The mass housing in the Smokey Mountain area are multi-storey apartments that look like they definitely have seen much better days. These buildings actually look like multi-storey shanties (similar buildings elsewhere including BLISS projects look much better or are better maintained). Many units have been extended and the structures now pose hazards (e.g., fire, earthquake, etc.). Alleys are not passable to emergency vehicles like fire trucks as residents have maximized occupancy of the spaces at the ground level. These look like the perfect cases for how NOT to develop mass housing.
–
More snippets of Manila streets
The City of Manila has always been fascinating from the perspective of transport and traffic due to the many peculiarities and contradictions you’ll find around the city. Here are a few more photos and some comments on the Manila’s transport and traffic.
Pedestrian overpass along Espana Avenue right after P. Campa Street and just before Morayta Street. Most overpasses in Metro Manila are roofless so this overpass is an exception. Most roofless overpasses were constructed when Bayani Fernando was MMDA Chair and were made so to discourage vendors from setting up on the overpass. The roof, however, makes sense considering the high pedestrian traffic (mainly students) in this area, which is dubbed the University Belt due to the many universities and colleges located here.
Another overpass in Manila, this time roofless, along Quezon Boulevard. Notice the large umbrellas in the photo? Under these are informal vendors who have set-up shop atop the overpass, effectively constricting pedestrian movement on the facility. Notice, too, the signboard bearing a message from the incumbent Mayor of Manila who happens to be a former Philippines President. The message in Filipino translates to “There’s hope for a New Manila.”
Non-motorized pedicabs proliferate in Manila and particularly in and around Intramuros, the historic walled city that was Manila during the Spanish period. There are just too many of these 3-wheelers in this city and most if not all drivers are oblivious to traffic rules and regulations. In Intramuros they have narrow streets and most destinations of interest don’t really require a vehicle. Walking is the most suitable transport within the walled city. These pedicabs are quite peculiar for a district that is supposed to be walkable and very accessible to public transport along its main streets. Manila has tolerated (some say spoiled) the operators of these vehicles and has made “livelihood” as the standard excuse for their existence and proliferation especially in low income areas of the city.
There are a lot of “tambays” or people just loitering around or spending (wasting?) time in the open spaces near and at the Liwasang Bonifacio just across from the Manila Central Post Office and Manila City Hall. Many of these are homeless people that the city as well as the Department of Social Welfare and Development (DSWD) have not attended to. Their presence are just too obvious to passers by and mingling among them if not they themselves are snatchers, muggers and other unwelcome elements of our society. The tarpaulin is placed over a sign stating trucks are prohibited from using Roxas Boulevard. The new truck policies in Manila have been a hot topic since early this year but everything now seems to be back to “normal” after somewhat spirited reactions from truckers that again exposed issues pertaining to the traffic impacts of the Port of Manila.
–
Traffic consultants for Philippine cities?
I was driving to the office one morning, and as I was slowing down to stop at the Masinag junction I spotted a familiar face giving instructions to Antipolo traffic personnel. Robert Nacianceno was formerly the General Manager (Undersecretary level position) with the Metropolitan Manila Development Authority (MMDA) when it was chaired by Bayani Fernando, the first MMDA Chair to gain a cabinet level post (previously the MMDA Chair was not a Secretary level position). He was in an office barong while leading Antipolo staff in positioning orange traffic cones to mark the lanes for turning traffic along the Sumulong Highway approach from Antipolo.
Nacianceno is a cyclist so I would like to think that he can take that perspective in transport planning and traffic management for Antipolo. Unfortunately, his track record at the MMDA does not provide strong evidence as to his competence in transport planning or traffic management. Insiders say most policies and schemes during BF’s time was the latter’s ideas (e.g., U-turns, bike lanes, etc.) and he had his own consultant (and reportedly an inner circle) for various matters including traffic. In fairness to the man, Nacianceno probably has tremendous experience on the job but one has to note that there were other people with the MMDA who also dabbled in transport and traffic. Also, as GM he had other things to attend to during his stint including waste management and flood control.
Remember this guy? He used to be the MMDA GM during BF’s stint at the agency.
I recall that the previous traffic consultant of Antipolo City was also a former MMDA official, Ernesto Camarillo. Unfortunately, I couldn’t say that Antipolo traffic improved during the last few years. Based on what I have seen in my daily commute, transport and traffic conditions have degenerated. Antipolo is overrun by tricycles and people generally do not follow rules and regulations. Informal terminals dot the city and you don’t have to go far to find inappropriate terminals as these are in plain view and across from the Rizal Provincial Capitol. Antipolo has a new mayor in the former Rizal Governor and his mother now sits as governor of the province. I’m crossing my fingers as to how they will improve transport and traffic in Antipolo if there is really a desire to do so. For starters, is there a transport and traffic plan for this Highly Urbanized City (HUC)? There should be one as the city needs it badly together with a land use plan to bring some order in development.
Antipolo is rapidly developing but at the same time conditions (including traffic) are also rapidly deteriorating. Hopefully, the LGU will address these issues and eventually make this city a modern one and fit for its being an HUC as well as a popular pilgrimage site for decades if not centuries due to the Shrine of Our Lady of Peace and Good Voyage (Is there some irony here?). Nacianceno’s work has just started and I hope he is up to the challenge of bringing order to Antipolo’s chaotic transport and traffic situation. I hope, too, that he will take note of good practices in other cities (Philippine or foreign) and won’t be relying purely on his experiences in Metro Manila. And hopefully, whatever improvements from the traffic schemes he will be introducing and implementing will be felt immediately by travellers. Good luck!
–
Quiapo traffic
Fridays in Manila are associated with Quiapo and the devotion to the Black Nazarene. People flock to Quiapo Church to hear Mass or pray at the Basilica, which is arguably among the most popular for Roman Catholics. Fridays are regarded as feast days dedicated to the Black Nazarene and since many people go to Quiapo Church throughout the day, there is almost always traffic congestion in the area. These days, however, any weekday is a congested day in that area what with more vehicles and more people coming to this area or just passing through.
Espana Avenue ends at its junction with Quezon Boulevard and turning left leads the traveler to the Quiapo District. The photo shows heavy traffic along the underpass and the elevated LRT Line 2.
Quiapo Church is just beside Quezon Boulevard and jeepneys loading and unloading passengers occupy up to 3 lanes nearest to the church.
There is a door at the side of the church along Quezon Boulevard and people seem to be everywhere even the middle of the road as they walk or wait to ride a jeepney.
Historic Plaza Miranda in front of the church is witness not only to a lot of the frenzied processions during the feast day of the Black Nazarene every January. Plaza Miranda has also been a venue for many political rallies including the infamous one in the early 1970s that was among the triggers for Martial Law. On “normal” days, the plaza is home to vendors, fortune tellers and other denizens of this area.
There are other popular churches around Metro Manila that attract a lot of people throughout the year and not just during feast days. Among these are Baclaran in Pasay City (Our Lady of Perpetual Help), St. Jude in Manila, Sto. Domingo in Quezon City, San Agustin and the Manila Cathedral in Intramuros, Manila. Nearby in Antipolo is the Shrine to Our Lady of Peace and Good Voyage. These churches are among the busiest especially on certain days of the week (e.g., Wednesdays are for Baclaran, etc.) and with the coming Holy Week, a lot of people are again expected to flock to these churches for the Visita Iglesia tradition. Hopefully, these devotions are really a manifestation of faith rather than the pretentious kind where the road trip is more touristy than religious or prayerful.
–
DPWH and DOTC merger
I had posted on one of my social media accounts about the idea of a merger of the Department of Public Works and Highways (DPWH), Department of Transportation and Communication (DOTC) and Housing and Land Use Regulatory Board (HLURB) to become the Department of Land Use, Public Works, Transportation and Communication or DLUPWTC (that’s definintely a mouthful). While it was April Fool’s, I got a lot of comments agreeing with the idea. One friend even gave a short history review noting that DOTC used to be DPWTC and what is now DPWH used to be DPH.
The idea of a merger of agencies is not a new idea nor is it a novel one if you look at the potential more closely. In fact, the Japanese already did such mergers many years ago when they created “super ministries” in the Ministry of Economy, Trade and Industry (METI) and the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) and the Ministry of Education, Culture, Sports, Science and Technology. These would be like merging the NEDA, DTI into one agency, the DPWH, DOTC, HUDCC, HLURB into another agency, the DepEd, CHED and DOST into a single entity. Such was undertaken in order to promote efficiency in government services in Japan by streamlining the bureaucracy among agencies that are supposed to have strong linkages if not overlapping responsibilities.
This idea makes sense for the DPWH and DOTC, and more so now that there seems to be a dearth in leadership over at the transport department while the public works and highways department is enjoying a resurgence, revitalized by a strong secretary. While these two agencies have cooperated for the longest time, much is still desired for a seamless collaboration where DOTC might serve as The Planning Agency while DPWH might be The Implementing Agency. They would probably work best under the guidance of a single strong leadership who would have a vision for a much improved future transport for the country and a knack for how to realize this vision.
Think about it and suddenly its not a joke worthy of April Fool’s Day.
–
Snippets of Manila streets and traffic
Coming from a forum held at a hotel in Manila, I took a few photos of scenes along our route back to the university. These are snippets of everyday scenes in the Philippines capital city, which now has for its mayor the former President of the country who was ousted back in 2001 for allegations of plunder. He has been on the news quite frequently as his administration has introduced traffic schemes intended to address traffic congestion in that city. These include going after buses without terminals in Manila last year and quite recently an expanded truck ban that renewed discussions about logistics and the Port of Manila (i.e., decongesting the port in favor of Subic and Batangas ports).
Traffic at the intersection of Bonifacio Drive, Roxas Boulevard and Padre Burgos Avenue. The trucks in the photo are coming from the Port of Manila and at the time this was taken, the window of the extended truck ban in Manila allowed these trucks to travel.
Barkers meet jeepneys head-on in the middle of the street just past Manila City Hall. A friend posted sometime ago that in Philippine streets, the uneducated dominate the educated and this seems so true in the case of public transport where barkers, paratransit drivers and their lot control how people should get a ride and how vehicles should operate.
Organized mayhem – pedicabs run along most of Manila’s streets with many even traveling counter-flow. This photo was taken just across from the old, decrepit Metropolitan Theater just before the Quezon Bridge towards Quiapo.
More pedicabs (also called padyak or trisikad), non-motorized 3-wheelers that notoriously violate traffic rules and regulations as they proliferate in many parts of the city.
A sign stating “There’s hope for a new Manila.” with the face of former Philippines President Estrada, who was elected Manila Mayor last year.
A modern public transport stop along the eastbound side of Espana Avenue shows a guide map and electronic message board that informs people who was responsible for the project.
Another modern bus stop, this time just in front of the University of Sto. Tomas campus, which is along Espana Avenue.
A side street to Espana Avenue reveals an on-street motorized tricycle terminal. There is a sign at the entrance to the street saying buses are not allowed along the road.
More on Manila in the next posts…
–
On sustainability and inclusiveness of pedicabs
“Sustainable transport is inclusive but inclusive transport is not necessarily sustainable.” Is this statement true? If yes, why and to what extent? This is not a philosophical take at transport. There seems to be some conflict in that statement but there should really be no confusion once you delve into the essence of sustainability and define the limits of inclusiveness. The statement is true to the extent that all sustainable forms of transport can be inclusive. These are transport modes that are friendly to all genders, all ages, all economic classes, and regardless of physical ability. However, there are transport modes that are inclusive in the same context stated but are unsustainable from the perspectives of suitability, efficiency and energy.
For example, non-motorized transport (NMT) in the form of pedicabs (also called trisikad or padyak) are sustainable from the perspective of energy. They are most suitable for operation along minor roads, especially those in residential areas. However, if the same pedicabs operate along national roads and mixed with motorized traffic, these become a nuisance and contribute to traffic congestion. Such operations also put passengers at risk, exposing to potential crashes as pedicab drivers tend to violate road traffic rules (e.g., moving against traffic).
Pedicabs along the Quezon Avenue Service Road near Agham Road.
Pedicab ferrying passengers from the Quezon Ave. MRT-3 station to destinations along Agham Road.
Counter-flowing pedicab along Quezon Ave. just outside the National Grid Corporation (formerly Napocor) office.
Pedicabs have another dimension, which is often cited as a reason for its very existence. It is a source of livelihood for many people. Whether this is something that needs to be encouraged is the subject of debates often involving discussions on poverty and governance. That is, pedicabs are often owned and/or operated by low income people and their numbers translate into votes for local officials who tolerate pedicabs and even encourage them as a form of livelihood. It is, after all, like the jeepneys and tricycles before it, supposed to be a simple investment that generates income for the owner/operator/driver. People have glorified or romanticized the pedicab as various designs have displayed the creativeness (or even artistry) of the Filipino. However, just like other modes of transport, the pedicab should function within a hierarchy based on its suitability with respect to other modes that are similarly appropriate for a certain range of conditions. Hopefully, such concepts are understood by stakeholders if only to effect the rationalization of transport services and correct certain notions pertaining to inclusiveness and sustainability for such modes.
–
Mobility for PWDs
Inclusive transport also covers persons with disabilities or PWDs as some people refer to them. Persons with disabilities include the blind, crippled, deaf, mute, and others who are physically challenged and therefore would have their movements limited or restricted. There are laws which provide for the needs of persons Republic Act 7277, which is the Magna Carta for Persons with Disabilities. Specifically, for accessibility, there is Batas Pambansa 344, “An Act that seeks to enhance the mobility of disabled persons” by requiring buildings, establishments and public utilities (e.g., transport) to install facilities or devices to enable use by PWDs. These include ramps at pedestrian sidewalks and at the entrance/exit of buildings. These should also include elevators and other devices to help “physically-challenged” or “differently-abled” persons up and down buildings including those elevated LRT/MRT stations. [Note: Quite frankly, I don’t really like all these supposedly politically correct terms but will nevertheless use them in this article.]
A man on a wheelchair crosses the intersection at Katipunan-Aurora.
Unfortunately, most public transport vehicles are not PWD-friendly. Most buses and jeepneys do not have provisions for PWDs and, on most occasions, do not even bother to stop to accommodate PWDs, especially those on crutches or wheelchairs. The LRT and MRT are now just too crowded even for able bodied people to endure (especially on a daily basis) but access to the elevated stations have always been an issue as there are limited escalators and elevators either seem to be frequently out of commission or there are none at certain stations. A high profile public official even suggested at one point during his stint with Metro Manila that PWDs and the senior citizens should just stay home rather than travel; hinting that these people would just be a burden to others when they travel.
This is not the case in other countries. I have seen in Japan, for example, that city bus designs can readily accommodate PWDs and this includes low-floor buses for easy access between the vehicle and the sidewalk. Bus drivers fulfill their responsibilities of stopping and assisting persons on wheelchairs to board and alight from their buses even if it means they would have to compensate for their scheduled stops. Then there are those I’ve seen riding the BART in San Francisco wheeling themselves in and out of the trains and stations with ease.
Addressing the transport needs of PWDs is definitely an area that needs proper attention especially as groups advocate for inclusive transport. Persons with disabilities are an integral part of our communities and enabling them to travel is a big factor towards encouraging them to be productive despite their physical limitations. They are not asking us to pity them but instead empower them to be the best they could become given the opportunity to be productive, to contribute to society. As such, they deserve the facilities and services that will enable accessibility and mobility that is at the same time safe for them and everyone else.
–
Caught (up) in traffic 